I also had too expensive racing car (Daniloski in 1946 is mine)
Had contacted Cake on that matter in Discord and decision is definitive, meaning our race cars are out for this first leg of competition
At the Desks of Aetheriian Motor-Carriage Works
1946:
Hearing that the Cannonball Run had finished and that Nayeli Endavi-Rhuthan had piloted the Pride of Valraad to the finish line first, Jonathan Rallidan of Crugandr decided it’d be in his best interests to put on his finest suit, step through the World-Between-Worlds, and arrive in Letara to congratulate the winner in person.
Nayeli had been picked by her crew for the sole reason of her being small enough to fit into the car comfortably. When asked for her strategy for the race, she admitted quite bluntly, “Foot to floor on loud pedal, lift only to steer road-ship.”
Likewise, the strategy for the other two teams had been similar, just held back by a stronger self-preservation instinct compared to the battle-hardened former fighter pilot.
1947
Things did not go as well in 1947. While they had two cars on the podium, the Spirit of Crugandr driven by Roland Wardley, and the Pride of Valraad, again piloted by Nayeli Endavi-Rhuthan, neither had a stellar run.
Raja of Bittrenn had some bad luck in the Hope of Altherys when a burst tire dragged the car off of the road and sent him hurtling through the trees at a great rate of speed. He was mostly uninjured thanks to the car’s safe design, but definitely shaken up.
When asked what their strategies were, Roland Wardley admitted, “I didn’t really have one. Foot to the floor when I could, but I was keeping an eye on my gauges and backing off if they got too far into the danger zone. That, and understanding how to change tires in a hurry was a big help. I just got lucky that I didn’t end up off of the road.”
Nayeli’s response, much like last time, was “I put foot on floor. Engine make unhappy sound, I lift by half-claw-length, makes road-ship go fast. Have to try go faster next year.”
1948
This time, things went almost as badly as they could. Jonathan stared at the reports and shook his head, before asking the crews what happened.
Nayeli was the first to admit, “Engine made unhappy noises, I kept foot on floor. Started making angry noises, then big bang and no more engine. Road not downhill enough to coast.”
Raja of Bittrenn also spoke up, “Managed not to crash the car this time. But, I did mess up a gear change and that damaged the engine. About mid stage, it shut off on me, and I couldn’t get it to restart.”
Roland added his own report of, “I just tried to keep the car in one piece. Slow and steady might not win the race, but it will finish the race. You’ll notice I’m the only one of our crew, all three years in a row, to finish this race.”
Jonathan Rallidan sighed. Was racing going to be worth it? He typed up his report and sent it home to the main office.
If our sales are stronger than expected, we can attribute that to the racing teams having done a good job here. If our sales are much, much weaker than anticipated, then racing has hurt our brand image. From what I’ve seen of the economy thus far, I’m recommending a consideration of Kasivah and AMCW vehicles - Letara does not seem to have the funds to support Minerva at this time.
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Oh you actually made me chuckle out loud - well done. Well done indeed! 
1 Like
Glad that you enjoyed it. Figured it made sense that the races would be closely watched by the home-land to see how things went.
Top 5 finish in a 30hp car. This is a way better success than I would ever have hoped for.
Out of curiosity, what are the reliability figures of the other cars so far compared to the Aero? I wanna know how much of this success really is luck vs engineering.
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Post race Vizzuri writeup '46-'48
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1946: Scuderia Vizzuri scores second place in the first ever Potrunis Cannonball Run!
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With a superb & lucky drive, Scuderia Vizzuri managed to aim high and achieve second place: Dante was over the moon, and Zeno just as glad, though full of nerves again. With that podium finish, the two went off to celebrate in a nearby bar with a few fans soon chasing after!
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1947: Victory for Scuderia Vizzuri in the second Cannonball Run!
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Screeeeeeching to a stop, a shining blue #8 car left skinny burning lines of rubber lathered on the tarmac. Zeno soon exited, with an overwhelmed look as he excitedly dashed around in small circles near the 4700. After taking off his helmet, Dante left the car with a grin, going over to his co-driver for a celebratory well mannered handshake-hug-and pat on the back combo.
“We did it lad, first place, that’s going down in history!” Dante shouted out, before letting him go.
Zeno looked back with a smirk: “Thanks to your wild driving no less, ya maniac!”
The two would go on to pop the front clamshell, the V8 slowly cooling down from such a hard drive, as Leterian fans and reporters tried to nab the team for an interview. A local paper crew managed to get them to one side for a picture with the Vizzuri 4700 and them both.
A day later, the paper published, having the team’s thoughts and experiences: Dante would talk about how he tried his best with the car he’s built, pushing it to the limit and using his skills he has learnt as a race driver on the global scene, as well as being so glad to have gotten first, and aiming for another victory in the next yearly running.
In Zeno’s interview he spoke about navigation and notes on certain rough segments, but also promoting the performance and reliability of the Vizzuri, can’t beat free advertising! Though he would not open up about his engineering on the machine, saying it’s confidential information that stays with the brand.
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1948: Two in a row for Scuderia Vizzuri!
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Outstandingly the Vizzuri 4700 #8 car managed to get a second win on the trot, giving them a -currently- unbeaten record for the time being!
With a crowd of fans drawing in, the two let up their arms in joy, victorious again, they both felt amazing. After the crowds dispersed, two were photographed for the press before being interviewed again:
Dante Rizzo (Left) and Zeno Pesaro (Right) with their #8 Vizzuri 4700. (Credits to @Secrane for the image editing!)
The duo talked about their daily inspections as well as regular maintenance and oil changes to help improve their chances of a reliable car with good care taken into looking after it.
Dante touched upon getting more used to the layout of the course year by year, but still having issues improving his time.
Zeno was just happy to complete the course, noting it takes a lot of work and love of his job helping him.
The two were both proud of their achievement through commitment, glad luck was on their side to help them through to victory! Through word of mouth and the papers, it was apparent that the Vizzuri name was more common knowledge, helping push a few or more sales around perhaps…
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OOC: Wow, an interesting outcome! Had no idea the Vizzuri would come out on top two years running and hopefully more!
It’s a shame the second and third Leterian public teams had difficulties, I’m wondering how much of that was RNG or the reliability due to the Scuderia VIzzuri team able to finish each time? I’m excited for more, thank you for the writeups and hosting this interesting and unique event @cake_ape !
I’m not much for in-depth roleplay, and not very skilful at it, but I’ve tried my hardest to make something I am content with! I decided not to do the other two teams, as it might be a lot more energy than I have, lol.
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NEWS RELEASE
WOLFE MOTORS
REGINA, SK, CANADA
FOR RELEASE: Sunday papers
REGINA, August 1949: Lewis Wolfe, President of Wolfe Motors, announced today that Wolfe Motors will be entering the Letara Portunis Canonball Run this year for the first time. All legal hurdles were overcome and the Wolfe 200/200 Edition Coupe is officially registered. This is the first official race for the brand new 200/200, aptly named because of it’s top speed of 200 km/h (editor note: about 124 miles per hours) and 200 hp (editor: Canadian ones).
“We have put a lot of pressure on the 3 teams we are sending, this is our first outing and they won’t be on the flight back if they do not win”, the head engineer at Wolfe laughed in good spirit. “Seriously, only the Vizzuri seems evenly matched with their winning streak and a 4.7L V8 compared to our 268 cid V8, but we hear that many new competitors will be entering in '49, so we welcome them all. The more data we can get, the better. We hope to cause a surprise with our acceleration performance.”
Three teams will be competing in a 200/200 - Wolfe Regina led by top test driver M. Alfred Wilton, Wolfe Saskatoon led by the engineer and amateur driver M. Lionel Gauthier, and Wolfe Moose Jaw led by M. Dennis Albert. M. Albert did a stint at Le Mans as a backup driver, so he does know his way around a car and Wolfe is lucky to have recruited him.
“Get ready to eat dust!”, said M. Wolfe in closing, smirking.
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Your reliability is about 6-8% higher than the Mons, Minerva and Vizzuri, which are roughly even with each other. So it is quite significant.
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Rd. 1 RESULTS
Chapter 3: “Passenger transport” - part 1
1948
The government of Letara solicited Request for Proposals from various automotive companies to aid them in their “passenger transport” problem. The RFP process proved to be a resounding success, with 16 proposals received by the deadline. In addition to the paper binders full of information, the procurement office also managed to covertly import one example of each vehicle for personal inspection. Here are the 16 vehicles under consideration:
Left to right, back row: Literman, Mocabey, Kolondra, Popas, Minerva, Swanson, P&A, VCV, Wolfe, Kessel, Liberty;
Left to right, front row: Stellar, Matsushita, Vizzuri, Mara, Cataphract.
There seems to be a healthy mix of large converted wagons, vans, and mini-busses. At first glance, none of the vehicles would raise any suspicions from passers-by, and there are even some outstanding disguises.
As usual, the RFP packages were received by the procurement department and vetted before sending it up the chain for evaluation. The procurement process is solely focused on weeding out the vehicles that don’t meet the RFP requirements. Looking through the list, most vehicles passed the initial inspection, except for two. Unfortunately, these two manufacturers had to be informed that they did not meet the government’s requirements in at least one area:
First, the Kolondra was flagged. While it is a large enough vehicle, unfortunately it only features five seats. As such, it is unsuitable for government transport. Aside from this oversight, the vehicle was very expensive - the second most expensive in the entire field for combined purchase and upkeep costs in fact. Its only saving grace is that it can reach blistering speeds, but alas, it will not be considered further.
Second, the Popas was also flagged for immediate dismissal. Although this vehicle does seat eight, it does so on bench seats in the back - and the RFP clearly requested full-size seating. This is not the only issue with the vehicle. It also sports some futuristic tires that cannot be sourced in Letara, rendering this vehicle unusable. Interestingly, while the Kolondra is the fastest vehicle, the Popas is the slowest of the entire bunch.
With the two rule breakers eliminated, the procurement office sent up the remaining 14 portfolios and sets of keys to the evaluation office. Their task is to narrow the field down to their chosen top three, which will be shared with the senior security office for their final verdict. Here are the notes prepared by the evaluation agents:
Literman: At first glance, the paint job looks perhaps a little too military. It’s overall purchase and running costs are reasonable. We really like its reinforced steel panels, that extra weight adds a lot of confidence in the car. This car is decently easy to drive and is extremely practical, and has decent off-road capabilities for the more rural areas. Speed is a bit of an issue - it barely makes 100 km/h and is slow to get going, but at least it can go around corners at a decent clip. Perhaps better for inner city transport. This car really falters in two areas however: comfort is abysmal, worse than any race car even! And reliability. It is a wonder that it even made it this far! We were so intrigued how a car can have such low reliability, so we took it apart to see for ourselves. Well, no wonder! Looks like the mechanics forgot to include the harmonic damper in the engine. That thing just rips the crank apart! Needless to say, the Literman will not be further considered.
Mocabey: The Mocabey looks like a generic passanger mini-bus, nothing special about it - just what we like to see. It is a little cheaper than the Literman and about in the middle of the pack overall cost wise. It’s a little hard to drive, but safety is decent and off-road capabilities are excellent even. It has decent reliability and about average speed and safety. This vehicle, too, though has miserable comfort and would cause all kinds of problems for our driver and security guard on long trips. It’s nice to see steel panels on the vehicle, but otherwise it’s nothing special. In terms of speed, it is very acceptable indeed. Not a bad vehicle, but just not good enough to be further considered.
Minerva: Well, this is an interesting one. There are already a few Minervas running around the country in consumer vehicle form, so at first glance it seems this one would just blend in. On the other hand, the Minervas have such a unique appearance that they still turn heads wherever they go, which is of course not exactly what we want. Next, the vehicle is expensive - quite expensive in fact. Expensive to buy and expensive to maintain. This is more of a luxury limousine than a… “passenger” transport. It is quite comfortable too despite its relatively small size - at least compared to the larger busses. It’s quite practical but hard to drive. It has good off-road capability, but safety, practicality, and reliability are only average. We did like the added safety points to this car, and the steel panels are always welcome even if they are just stock. And true to Minerva form and what we’ve already seen in the Cannonball Run, this car is fast. In a straight line, but still fast. Overall, though, the cost of this car unfortunately is prohibitive, thus we must pass on it.
Swanson: Another military looking vehicle, but this one has a clever disguise! Definitely deserves some bonus points for that, because it’s true - everyone would stay clear of a pest control van. This is a good start. Considering the stats of the vehicle, it sits in the middle of the range when it comes to overall costs. The rest of the numbers are also quite… average. Decently easy to drive, decent comfort, decent safety, decent practicality, decent utility, decent offroad, decent realiability, decent steel panels. It is just a very decent car. If you want to see the average car: this is it, all in one. Its main headlights are the decently (there is that word again) clever camouflage and the better-than-average quality materials used in its manufacturing. As such, it gets close, but it just doesn’t offer that “extra” that some others do, so the Swanson won’t be considered further.
P&A: The next on the list is the P&A. Right off the bat, it is among the more expensive vehicles on the list. Surprisingly for a mini-bus, its panels are aluminium - of standard thickness no less, which is a large safety concern. Moving past that, we see a car that is hard to drive, isn’t overly practical, has poor utility, but average off-road capability and mediocre reliability. The two shining stats for this car are its comfort, trouncing any other car by a long shot, and a really good safety score thanks to a more advanced safety package. The bus can muster a very acceptable speed, but has the worst cornering characteristic of all submissions, so it would have a hard time to out-manoeuvre anything else on four wheels. Overall we must conclude that the P&A will not be further considered in this process.
VCV: The VCV is another large wagon with hints of luxury, similar to the Minerva. But that is where the similarities end. The VCV is quite a lot cheaper - it is in fact a very reasonable price in the short and long term. And from here, the VCV resembles the Swanson a lot more in that it is… decent… in just about every aspect. It is perhaps a little less practical, but then it is a little bit more off-road worthy. It may be a little less comfortable, but is a little more reliable. And every other statistic just about slots nicely in the middle of the range. And as such, the VCV itself slots nicely into the middle of the pack. It’s not a bad car, but also lacks that little bit of shine and polish to really stand out. As such, the VCV will not be considered further.
…to be continued…
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I would be interested in knowing what you think is the hint of luxury the VCV is showing since I was aiming at a truck based wagon somewhat similar to a Suburban but smaller. I am not saying you’re wrong, would just be interesting to hear your point of view 
Oh, that comment is solely about the appearance of the VCV. In a field dominated by panel vans and mini-buses, relatively speaking compared to the others, it’s easy to look a little bit more “luxury” with a normal wagon that has a little bit of aesthetic detail and a big chrome grille. As you see, once I started to consider what’s under the skin the term “luxury” disappears very quickly 
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yet another reliability hit :sadge:
Yeah, I knew the Minerva was going to be too expensive. That, and the eye-catching style meant it does tend to draw attention.
NEW YORK TIMES (Circa 1948)
EMPIRE MOTORS ACQUIRES AUSTRALIAN AUTOMANUFACTURER SMITH; CLAIMS TO BEGIN SELLING CARS INTERNATIONALLY BY 1950
American car manufacturer Empire Motors Has officially purchased Australian car manufacturer Smith after several years of debate. Within the past six years, EM’s sales have been the highest ever, and continues to increase after the war. EM’s only factory is located in Queens, New York, which gives a number of logistical advantages for selling internationally, but EM has never officially sold any car outside of the United States; claiming that there is “not enough cars being manufactured” to keep up with demand. It was originally planned to build a new factory in Philidelphia, but doing so would only provide advantages for selling products domestically or to Canada. Instead, EM bought out Smith; a company with several factories in Australia. Doing this enables EM to build more cars and sell them internationally with ease.
Having Acquired the entire company, EM plans to continue selling Smith designs in Australia until stock runs out. After that Chief executives and engineers plan to “Refresh Smith’s designs” and “Produce future EM designs” in Australia, all within two years.
Currently, EM has only sold premium and luxury Sedans and Coupes, while Smith specializes in affordable sedans and utility vehicles such as wagons and utes. If EM keeps producing Smith designs it will gain the ability to manufacture cars to other nations, with Letara being the first country to recieve cars by 1950.
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Rd. 1 RESULTS
Chapter 4: Consumer segment 1946-1954: city cars
The first review of the state of the Letaran car market will focus on the smaller cars you’ll see on the road, generally considered city cars. Due to their small size they are considered well suited for inner city driving, but some may be comfortable enough for longer road trips too. Despite their size they are practical enough for the whole family with two rows of seating - but legroom might be a bit of an issue. Luggage space is also at a premium in this segment. As you’ll see this segment cover a wide range of budgets and tastes. And as always, car categories are a little subjective with fuzzy lines separating them, so some of these city car offerings would also fit in other categories.
CITY BUDGET
Left to right: Mara Companion 1.3SK @AndiD, ITAL Prima 80B, ITAL Prima 100B @TanksAreTryhards, and Mitsushita T-SA 1000 @conan.
In this segment you’ll find some of the smallest and cheapest (purchase price only) cars in Letara. If you’re an inner city dweller on a budget, look no further! But are they actually any good? Are they popular?
Introduced in 1947, the Mitsushita faced some tough competition in the Anhultz 1000 R1, which had been on the market for a year already, was larger, and although a little bit more expensive to buy, actually cheaper to maintain (more on the Anhultz in a later edition). However, it did undercut the city car offerings by Aero, Kolondra, and Stellar in purchase price - but lost out to Aero in long term upkeep. At this time, it was the only city car with independent rear suspension, and except for the more premium Stellar 21-80 Convertible, it was the only one with four manual gears - so it could be said that this car was a true innovator in the field. With its IRS, standard interior, slightly larger size and full size rear bench seating, it was remarkably comfortable too. Due to its slow speed it remained firmly a city dweller just like many of its brethren. In its initial year of sales the economy seemed to be on an upswing, so it was not an immediate hit, but as the economy tightened in the next few years, many Letarans appreciated the value this little car offered at the time of its release, but sales faltered a little after the release of the Ital cars…
Two rivals came on the market in 1949: the Ital Prima 80B and the Ital Prima 100B. With their dimunitive size, these cars followed in the footsteps of the Aero cars in the “micro” segment. Both the Ital cars are remarkably cheap to buy and maintain (in fact, only the Anhultz 1000 cars are cheaper in the long run than these). With their size and foldable rear bench, these are by no means comfortable, but they are very practical indeed. The 100B has a little bit more power, a little bit more pep, and is a little bit more fun to drive, and offers a little bit more advanced technology (e.g. 4-spd manual gearbox in the 100B compared to the 80B’s 3-spd box). When they were introduced in 1949 the economy started its downturn, so people were indeed looking for cheaper (cheapest) solutions, and these cars delivered. The 80B was the answer for those who lost it all… and the 100B for those who still had a little bit left, or were willing to give up a meal or two to own a slightly more capable car. As the economy continued to plummet, sales remained strong for the Ital cars through the early 1950s.
1950 saw the introduction of the cheapest city car ever on offer in Letara: the Mara Companion 1.3 SK. This car could be yours for the low low price of $9000; that is $156 cheaper than its nearest rival, the Ital 80B. You still got a remarkable amount for this price: 5 standard seats and a 1.3L engine (compared to the 0.8-1L offering in the other cars thus far discussed). It had pretty decent performance too, and was very easy to drive. Comfort was not that great, but who could be too upset about that at this price point? The Mara saw immediate high sales upon its introduction, as cash-strapped city dwellers saw an opportunity to buy were blinded by a cheap car that actually had the chops for a trip across the country. Sales were probably also bolstered by Mara’s participation in the Portunis Cannonball Run. However, sales waned and then tanked after consumers found out that this car is actually relatively expensive to maintain and the larger engine drinks more fuel on those long trips out of the city. Not everyone can afford to pretend to be in the Cannonball…
CITY STANDARD
Left to right: Aero Move Coupe, Aero Move Wagon @Edsel, Kolondra 1400 @MrdjaNikolen, Stellar 13-46 TDS, Stellar 13-46 FDS @donutsnail, Mitsushita T-SA 1500 L @conan, Swanson 112B @Ludvig, Kamaka Chief Sedan Deluxe @LS_Swapped_Rx-7, and Swanson 117GW.
Next up is a group of nine city cars that - based on their purchase price - should offer “more” than the budget cars. Let’s see how they did…
The majority of the city standard category was populated by cars released in 1946, so in essence these five defined the city car category. First we’ll look at the Aero cars, which are undoubtedly the cutest cars on Letaran roads. They have a minuscule 1.8 m wheelbase, putting the micro in micro car. With only four seats - the rear seats being jump seats to boot - these cars really embrace their small proportions. Perfect for even the tiniest parking spot in the city centres, they are ideal for zooming around the tight streets. With a top speed that doesn’t approach 100 km/h, these are true city dwellers. So with the diminutive size, basic interior, and lacklustre performance, you might ask, why are these so expensive (expensive used in a relative sense of course). Well, great care has gone into manufacturing them. They have a galvanized chassis and aluminium panels, which is a first so far. Their upkeep is cheap too, making them among the cheapest cars in the long run. And they are frankly just fun to drive, especially the Move Coupe! Despite the Aero not being comfortable, just by their sheer cuteness they attracted a small cult following. The Move Wagon saw fairly low sales because its value proposition was just not up to par with the cheaper budget offerings, but the Move Coupe, with its fun driving character sold much better, especially after the year-after-year reliability showcase put on by Aero in the Portunis Cannonball Run.
With the Kolondra we’re stepping up just a tiny bit in initial purchase price, but the upkeep costs of this car are significantly higher. This car seems to have a little bit of an identity crisis, which didn’t go unnoticed by Letarans. It has what appears to be an eco 1.4L engine with 36 HP, but it has tubular race headers (which the government immediately mandated to be swapped, raising the car’s purchase price and hassle for consumers). Then for a city car, it has an offroad skid tray, but no other offroad aspirations whatsoever - in fact the Aero cars have higher offroad capability. The build quality also seems to be a little sub-par with giant panel gaps here and there, not to mention the terrible brakes that not only don’t grip, but also send the car into a terrible spin - if they haven’t caught fire before yet. It was just a too confusing car and the mandatory header swap was a little much for many Letarans to deal with, so the Kolondra never became a strong seller.
Stepping up price a little bit more, we come to the two Stellar offerings: a two-door and a four-door trim of the same car. These cars are the cheapest city cars with a premium interior and Premium radio (these cars are the first so far with any radio); the two-door with 2/2 seating and the four-door with two benches. At this (or well… any) price point, no other car can beat these in terms of comfort - the only more comfortable offering is the third Stellar - the convertible. It is truly impressive how comfortable these cars are, even beating many larger family and premium family sedans. What is the downside you might ask? Well, upkeep isn’t exactly cheap. Still cheaper than the Kolondra, and cheaper than many other city car offerings, but not exactly cheap per se. But if you lived in Letara in the late 40s, had the little bit of extra money, and wanted to maximize your value for dollar and get the most comfortable city car at a reasonable price, you got a Stellar. Which of the two trims only depends on how big your family is. Needless to say, the Stellar flew off the shelves as middle-class city dwellers flocked to the Stellar dealership.
Stepping up a little bit in price, the next release of Mitsushita came in 1950. The T-SA 1500 L is a larger brother to the T-SA 1000. As such it is more expensive. But is it the answer Letarans were waiting for after the T-SA 1000 was overtaken by the Ital duo? Well, yes, but also no. The T-SA 1500 L is a significant step up from its predecessor. It now has a premium radio, advanced safety features, more comfortable medium compound tires. As such it is a lot more safe, and nearly as comfortable as the Stellar cars. Its overall upkeep is also on par with the Stellars. So yes, the T-SA 1500 L did eclipse the Itals, Mitsushita’s previous rival - but with the change made, the new rivals were really the Stellars. And the Mitsushita fought this fight well, but ultimately lost out a little bit. The Mitsushita still saw strong sales, but given that it offered about the same as the Stellar cars but was four years late to the party did hurt in the end.
In 1952 the two Swanson cars were introduced. These were a true novelty in the city car segment: they had unibody construction! And galvanized steel chassis. Truly groundbreaking things. Of course these advanced features came at a cost. Both of these cars were quite a bit more expensive than anything seen before. The Swanson 112B’s upkeep was at least reasonable, but the Swanson 117GW blew every car from before out of the water. Aside from the monocoque and galvanized chassis, what else did you get as a driver? Well, not much as it turns out. The 112B had a basic interior and no radio - a spartan interior space only “rivalled” by Aero. In the 117GW you at least got a standard interior and radio, but this is still vastly sub-par in this price category. Sure these cars were fairly reliable, easy to drive, and very safe, they just weren’t comfortable nor offered anything special for the increasingly cost-conscious common consumer. If you wanted to buy a comfortable car, you already had a better option in the Stellar, if you wanted that bare-bones fun to drive small car with a hint of sportiness, there was the Aero. Both much cheaper. So, especially given the economic woes of the early 1950s, the Swanson was mostly overlooked by Letarans.
Last but not least, the Kamaka Chief Sedan Deluxe was introduced in 1953. It’s always interesting to see a car introduced during a large societal and political change. It can either be a good thing as people are more hopeful for a brighter future, or a complete flop as people’s attention are on everything but making new major purchases. The Kamaka was launched into just such an environment. It came on the market as a relatively expensive offering in the city car market, but it did offer many creature comforts such as a premium interior and radio, and more comfortable medium compound tires. Despite these amenities its comfort still lagged behind the Stellars and Mitsushita. Its upkeep costs were astronomical compared to the other city cars thus far discussed. And worst of all - the car shipped with some experimental tires that were not government approved - so owners had to buy new tires before even driving off the lot! For the reasons, the Kamaka became a car that was simply never seriously considered by most Letarans.
CITY PREMIUM
Left to right: Stellar 21-80 Convertible @donutsnail, Torshalla Poesy @Maverick74, and Swanson 125 SP @Ludvig.
Now we get to the more expensive side of the city car market: the premium offerings. Arguably, some of the previous cars would fit this category in term of their features and statistics, but here price is king. So are these three cars worth the premium price?
Introduced right in 1946 along with its cheaper siblings, the Stellar 21-80 Convertible truly has a premium price tag. More expensive to purchase and a lot more expensive to maintain, this car could only be afforded by the more well-off in Letara. Luckily, in 1946 people were still optimistic about the future… So what did all this money get you? The only luxury interior in the entire city segment, a premium radio and - the only convertible in the field! This makes the Stellar 21-80 Convertible really stand out from the field. It is also the most comfortable offering in the city car segment, which is just as well at this price point. Not only was this the most comfortable city car, it was also the fastest - a little rocket on wheels with its 2.4L 6-banger engine! The fact that it only has 2/2 seating doesn’t even matter here. The “young and rich” generation, who naturally are more optimistic about the future anyway, flocked to this car like bees to honey. At least for a few years… once the economy turned, many were forced to sell their toys and look for cheaper options.
The Torshalla Poesy and the Swanson 125P were both introduced in 1952, which seems like a bad time to introduce such expensive cars. Price and upkeep-wise the Torshalla was on par with the Stellar Convertible. In contrast, it did offer a monocoque design, but it only had standard interior with standard radio. Quite a step down. The advanced safety was a nice feature, though, making it the second safest car in the city segment (only behind the Swanson 125P), but both far above the rest of the field. But one still had to wonder where all the money went, why was it so expensive? The 40 HP engine is surely not that special, and otherwise the car didn’t seem to bring anything special to the table. Unfortunately for the Torshalla, it proved to be just too expensive for what it offered, which is a dangerous proposition in a major economic downturn. It’s only saving grace is that it just looked so nice, resulting in a few sales; and these few cars have generally been well cared for and remained in good shape for many years.
Last we come to the Swanson. Now this car truly had a premium - almost luxury car - price tag. At the time of release, it was the fourth most expensive car on the entire Letaran car market, and was almost equally expensive to maintain. The monocoque galvanized chassis was surely a large factor in its exuberant price. Similar to the Stellar, this car also has a 2.4L 6-cylinder engine, this time in a boxer configuration. This car is by far the fastest of all city size cars, reaching 160 km/h and 100 km/h in 9.8 s - figures only reached by the most expensive sedans and dedicated sports cars. Despite it being a hatchback, not a conventional coupe, you could indeed claim that this is in fact a tiny sports car with its automatic locker differential (the only non-open diff in the city segment), and sport tires. Safety is best in segment, comfort is more than decent, and sportiness is unparalleled even counting true sports cars. Well, maybe that is just what it is - a tiny premium sports car. In conclusion, the Swanson offered plenty of perks for its price. If you were lucky enough to save money during the recession, were low on space or lived in the city, or just wanted a tiny car to throw around, but also wanted to blast down the straight roads pretending to drive in the Cannonball, then this was the car for you. Not many Swanson 125 SPs were sold, simply due to the smaller market for these cars, but they were extremely popular and coveted by many who could not afford one…
…to be continued…
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Message of ITAL President, Giano De Lucchi, during the press release for the 25000th Prima sold in Letara, October 1950
Our time in Letara has been nothing short of amazing: no other country has given such a warm welcome to our cars as you Letarans. You proud people even rival the love that our own home country of Italy has reserved us, and all in two short years of ITAL presence in Letara.
I am well aware that Letara’s economy has seen some of you struggling in the wake of the growing recession, and yet here we are, with 25000 of you proud people trusting our cars in such dire times. When ITAL was founded back in 1902, our goal has always been to reach as much people as possible with our veichles, to give everyone access to cheap, reliable mobility for the everyday need of everyone.
We fully belive in a future when a car will be in every house, where distances will be shorter than ever before, and i’m proud that even today, here in Letara,we are making a step foward such a future. All thanks to you, proud Letarans, who have given us trust even in such hardship. And while it’s hardly times for celebrations, we feel we should at least give you people something to thank you.
And so, untill the end of this 1950, all our Prima 80Bs will be sold at a 100$ discount; and all our 100B and Van models will net you a 125$ discount deal. And for those of you that already own our cars, we will be happy to take care of their servicing for free, until the dawn of the new year.
I once again thank all of Letara, for having trusted us as one of your own. Might 1951 be a better year for us all!
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Rd. 1 RESULTS
Chapter 5: Consumer segment 1946-1954 - family cars (pt. 1)
and some city cars, because I forgot/misclassified
Left to right, rear row: Popas Rushba 1500-4S @Mikonp7, Anhultz 1000 R1, Anhultz 1000 R2 @Elizipeazie. Knightwick Dragonfly Saloon @mart1n2005, Kamaka Chief 1600 Sedan @LS_Swapped_Rx-7, Anhultz 1000 R2 Comfort, Capable Cruiser @Vento, Colombri Sedan @Admiral_Obvious, Capital Commodore K6 @Prium, and Empire Motors Premium Sedan @Lupus.
Left to right, front row: Graland AeroCruze Fordor @ChemaTheMexican, Alira Sausalito, Alira Sausalito Prestige @HelloHi, Kessel Sperling @GassTiresandOil, Garland AeroLuxe Special, and Liberty Civilian @FidleDo.
CITY ADDENDUM
OOC: Upon further reflection, some cars that ended up in the Family segment should really have been in the City segment - so here I am making that correction. Not to worry, they are judged correctly among their peers.
Introduced in 1946, the Knightwick Dragonfly Saloon fit in the City Standard segment. Its purchase price was in the lower bracket of other City cars that year, but upkeep costs put it on par with the Stellar cars.With its two-door design and four seats it was a direct rival for the Stellar 13-46 Two Door Saloon. However, the Knightwick only had a standard interior and no radio - a considerable step down. The medium compound tires were a nice addition. Overall, though the Stellars were just a lot more comfortable and capable, which made them well worth the little bit of extra upfront cost. Lastly, the Knightwick uses premium fuel, really limiting its use to more developed areas. Perhaps not such a big deal for a city car, but it did limit its use and made refuelling that much more expensive. As such, the Knightwick’s sales lagged behind from the get-go.
Introduced in 1953, the Kamaka Chief 1600 Sedan was the cheaper, more attainable sibling of the Kamaka Chief Sedan Deluxe. The 1600 Sedan was certainly a more utilitarian car with its double bench seats and standard interior and standard radio, and hard tiers. For its size and cost, it was relatively comfortable and very capable indeed, making it stand out in the cheaper side of the city standard segment. The only drawback to the 1600 Sedan was its long-term upkeep costs. However, the cheap entry price still made this car an appealing proposition. With its main competitor - the Aero Move - already several years old, it had a timely launch. Moreover, the Kamaka positioned itself well by being a relatively quick car, further bolstered by Kamaka’s participation in the Cannonball Run. So this car was snatched up by the people who wanted a cheap and small city car, but also wanted to pretend that they were driving something… sporty.
The second batch of reviews of the state of the Letaran car market will focus on the family car segment. These cars are larger and (potentially) more capable than city cars and suitable for long-distance travel with the entire family in relative to abundant comfort. These cars should have sufficient legroom for all occupants and be able to store enough luggage for a short vacation. This segment too covers a wide range of budgets and tastes. And as always, car categories are a little subjective with fuzzy lines separating them, so some of these family car offerings would also fit in other categories. Since the line between budget and standard family cars is extremely blurred, they will be reviewed in one batch.
FAMILY BUDGET & FAMILY STANDARD
The cheapest - wait - the only family car on the market in this segment in 1946 was the Anhultz 1000 R1. Despite its barebones basic interior it was still more comfortable that similarly priced city cars, which can be attributed it being roomier. This car could only seat four, which considering its size was just not enough - budget oriented family consumers really do expect a rear bench. One nice point about the Anhultz is that it is the only car in this price bracket to feature galvanized chassis. So perhaps not the most practical for families, but it is dirt cheap to buy and maintain, very reliable, quite easy to drive, and won’t rust away - not that that is a huge concern in Letara, but still… Unfortunately for the R1, in 1946 the people were still pretty optimistic about their spending, so it was just a little too spartan for their tastes, and the Anhultz didn’t make huge waves in the car market. Its only saving grace was that it literally was the only car in its segment, so people who wanted a slightly larger car and didn’t mind having only four seats still bought it.
No cars were introduced in 1947, but 1948 saw the birth of the Capable Cruiser and Capital Commodore K6, and the Liberty Civilian. The Capable Cruiser can be considered the first “family standard” segment offering on the market. It is slightly more expensive to buy than the Anhultz, and significantly more expensive to maintain driven by both a poor fuel economy and high service costs. Despite the higher price and its standard interior (no radio), it is less comfortable than the Anhultz. It does sport some all-terrain tires and has slightly higher off-road capability, so perhaps this car was aimed at those who want to visit some of the more remote areas of Letara, however even in this aspect it doesn’t exactly excel. Safety, on the other hand is excellent, so those that want to keep their families safe in a crash did like this car. Last, but not least, the paint scheme of this car is definitely a “love it or hate it” affair with its blue-yellow paint job and blue window trim. Unfortunately for the Capable, it became known as the clown car - the few that sold soon received new paint jobs.
Next is the Capital Commodore K6. Once again this car is a little bit more expensive and more expensive to maintain, but this car surely looked more premium. Well, it definitely looked more premium than it really was. The Capital featured two bench seats, a standard interior and no radio. Medium tires are a nice addition to increase this car’s comfort, which outshone the Anhultz and Capable by a long shot. In 1948 this car was the true workhorse for those who didn’t have too much to spend, but wanted to travel in relative comfort across the country and also able to bring a decent amount of luggage with them. So while not exactly “flying off the shelf”, the Capital saw strong sales, which picked up especially after its 3rd year of production.
The Liberty Civilian came in at the very upper end of the family standard segment, costing quite a bit more than any other offering so far. With a premium 2/3 interior and more advanced safety features it tried to capture the attention of more refined clientele, but the lack of any radio did hurt it in this regard. For this price you did get a large 4L V8 and a quite fast car. It was also more comfortable than the cheaper cars on the list so far. So in a sense this car was caught in no-mans land. Not quite a family standard car - it was too expensive, but also not quite a family premium either - it lacked some of the refinement and that radio, its only real selling point was that V8. Indeed, it was the cheapest V8 on the market in the entire era spanning from '46-'54. So it became the car that was mostly bought by “petrol heads” who wanted to show off their cars with the hood up, but didn’t quite find its way into the mainstream.
In 1950 the Popas Rushba 1500-4S was launched on the Letaran market. Immediately it undercut all other family cars (and indeed many city cars) in purchase price, but upkeep proved to be a tad bit more expensive more seen in the standard segments. For this cheap price you got a pretty bare-bones car with two standard buckets seats up front and a small bench in the rear. This car also targeted the more rural areas with its solid axles front and rear and offroad skid tray - perhaps all terrain tires would’ve fit this setup more? Regardless, it did have a decent amount of offroad prowess, and despite its miserable comfort, it found a good market in the poorer remote areas of Letara. While it may not have been the best car for a family trip across Letara, it was good enough to drive around the villages such as Fortune, Helas, Smugville and Chanceille. As such, the Popas became the most commonly seen family sedan in more remote areas of Letara, but was only seen in large towns when the village-folk came in for supplies.
The Colombri Sedan, also introduced in 1950, was a slightly more upscale offering that slotted nicely in the middle of the family standard price bracket both in terms of upfront cost and upkeep. The standard 2/3 interior with standard radio was the expected norm in this segment, making the Colombri fit in like a glove into its segment. It had decent comfort for the segment, good practicality, a sufficiently powerful engine without going overboard, and was overall just a solid car without any exceptionally good or bad traits. The bright yellow might’ve been a little too flashy for this segment, but it did fit the car. The first year of sales was pretty strong, but over the next few years sales started to wane as people in this segment were slowly pushed toward cheaper options - especially when the relatively unreliable nature of the car was uncovered, sales did start dropping further.
More expensive to buy and a lot more expensive to maintain, the Empire Motors Premium Sedan was also launched in 1950. It features a 2/3 premium interior with premium radio, an auto-locking diff (that doesn’t seem to do much) and… an automatic gearbox! One of the first and the cheapest on the market. But wait, the engine seems to be a little too futuristic for Letara (OOC: you had +5 TP on the entire engine. I reset it to 0… so the judging is based on the reset values.) The EM has exceptional comfort in this class, but on the flip side, absolutely miserable reliability not seen in any other car on the market now or at any time between '46-'54. The car also has some weird gearing. The auto-gearbox is fine, but the car is gear-limited to 103 km/h, when it could do 130+. As such, it was largely shunned by Letarans, because who wants their car to spend most of its time in the garage?
The two Alira Sausalito cars were introduced in 1951 - a more basic and a slightly more upscale offering in the Prestige model. The main difference between the two is that the regular model has a standard interior with standard radio, and these are upgraded to premium units in the Prestige, and the Prestige also receives a nice flake paint. In fact, this is the cheapest car on the market with flake paint, giving it a real upscale feel and look. Other than that, the cars share an engine. bit the Prestige has an automatic gearbox, so it is heavier and slower than the standard mode - albeit a bit more prestigious and easier to drive . Both cars come with front and rear benches. In a stronger economy the Prestige model surely would’ve outsold the standard model, but in 1951 Letarans had to make some hard choices, and in this market people did have to contend with the standard model, which saw decent sales. While the Prestige model didn’t sell as well, just its presence in the showroom next to the standard model helped sales of the cheaper option.
1952 saw the introduction of four new cars. The first two are the Anhultz 1000 R2, a direct replacement of the R1, and the 1000 R2 Comfort, a slightly more upscale version of the R2. The R2 sold at rock-bottom prices and was cheap to maintain, just what Letarans expected of Anhulz. The R2 was literally just a straight replacement of the R1 - it had the same basic interior, the same I3 engine, the same everything. It has slightly newer engineering, so overall it was slightly better in all aspects. It was still hindered by its four seats in this segment, and thus only those who literally couldn’t afford anything else bought it - which was an increasing number of people, to be fair. With its only real direct competition being the Popas, if you didn’t need five seats, and wanted a larger car than a city car, this was the vehicle you could begrudgingly afford. The R2 Comfort promised a little bit more… comfort. Indeed, it was slightly more comfortable, and also slightly more expensive. But where this comfort come from? Well, its basic interior received a little more attention, it was of slightly higher quality. In the end, though, it made very little practical difference for the extra cost, and Letarans stuck to the basic model.
The other two cars introduced in 1952 were the Garland AeroCruze Fordor and Garland AeroLuxe Special. The former slotted in the middle of the family standard segment and the latter near the top, almost into family premium territory. Both of these cars had some upscale features, such as a galvanized chassis and an automatic gearbox. Both cars also features a rather large, 4.3L I6 engine. The AeroLuxe Special’s was especially hotly tuned, making it one of the faster family cars on Letaran roads. At least in a straight line. Both cars had two bucket seats up front and a full bench in the rear; the AeroCruze Fordor opting for a standard/standard radio setup, and the AeroLuxe Special for a premium/premium radio. The difference between the two cars was marked in terms of comfort and prestige, further enhanced by the nice two-tone paint job on the AeroLuxe Special. Despite this, neither car was a huge success in its own right. The Capital Commodore being on par with the AeroCruze Fordor but cheaper had a two-year advantage in this market, making the Garland a less than ideal proposition. Similarly, the Liberty Civilian nabbed the market in the upper echelons of the family standard market four years ago and the Garland didn’t offer anything special over the Liberty. To add to the Garland’s woes, it was unfortunately imported with tires not deemed legal in Letara, so each customer had to purchase new tires before driving off the lot. This certainly did not help sales.
The last car to be introduced in the family standard segment was the 1954 Kessel Sperling. Slotting in near the top of the family standard segment, it was relatively expensive to buy, but upkeep costs were on par with similar cars on the market. The Kessel brought something completely new to the family car market: a monocoque chassis, thus far only seen in the upper end of the city, sport, and family premium segments. In fact, aside from the much smaller Swanson 112B, the Kessel Sperling was the cheapest monocoque car in Letara, which is quite the engineering feat! However, this did leave little left for creature comforts, and the Kessel only had a 2/3 standard interior and standard radio, rather than the premium/premium expected at this price range. The car did have advanced safety features, so combined with the monocoque chassis, it was quite safe for its occupants. Comfort, however, was well below its nearest competitors, but reliability was higher. In the end, given the economic woes in Letara, the Kessel just came at the wrong time, when people were either looking for something cheap - or for those that were still well-off, something that truly stood out. A middle-of-the-road car simply didn’t make a splash in the car market in 1954.
…to be continued…
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Empire Motors sales report: 1950-1954.
The newly-designed EM Manhattan 50 was a decent success - but only in the United States. The Manhattan 50 recieved more sales domestically than the previous Manhattan 47 by a small, but significant ammount due to it’s superior comfort, but the new “Gear-O-Matic” transmission was flawed in it’s gearing, giving it a top speed below that of the interstate highway’s speed limit. Due to this issue the Manhattan 50 only had good sales in American cities.
On the other side of the world, the Manhattan 50 was a complete flop. The Smith factories had low-quality tooling, and all engines made in these factories had severe bottom-end stress, killing the cars in less than a year of daily use. All three Manhattan 50 production trims were recalled at the beginning of 1952, forcing Empire Motors to ship hundreds of cars out of Letara back to Australia to be scrapped. The cause for such bad quality? Money. Empire Motors made massive sacrifices in order to keep the export model Manhattan 50 affordable; a fatal mistake for the company.
Globally, the Manhattan 50 was a loss due to the low sales in Letara and the 1952 recall. Smith’s mass-production subcompact car Smith Metro had excellent sales in Australia, which seemed to be the only car keeping the corporation afloat since 1952.
As for the future, Empire Motors has terminated it’s Manhattan 55 project until further notice. Smith however has several completed prototype designs for Letara and Australia, being partially funded by the Australian government in an attempt to re-enter the Letaran auto market (aka political reasons). Some designs are new, while others are facelifts of pre-EM-Smith cars.
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Rd. 1 RESULTS
Chapter 6: Consumer segment 1946-1954 - family cars (Pt. 2)
Left to right, rear row: Wolfe Executive Six Fastback Sedan @karhgath, SAETA Albor 1300, SEATA Albor Sprint @Petakabras, Mocabey 3600 @SheikhMansour, Minerva Solarian Deluxe, Minerva Solarian Ranger @Madrias, Mocabey 3600 Plus, Vizzuri Special @Aruna, Empire Motors Luxe Sedan @Lupus, Capital Commodore K6 @Prium, Wolfe Deluxe Eight Sedan, and Minerva Solarian Elegance.
Left to right, front row: Benetsch Buhrie Fierst @Texaslav, Wraith Montezuma @Knugcab, and P&A Sportsman Mk.II Straight 6 @lotto77
FAMILY PREMIUM AND FAMILY LUXURY
Now we enter the more expensive side of the family car market. Here more upscale features and premium interiors are expected, along with increased comfort and prestige as we go up the price range. These cars should still be able to transport the whole family and some luggage on longer trips, but as size increases they might be less suitable for inner-city dwellers. Without further ado, let’s see how these cars stack up against their cheaper competition - are they really worth it?
Starting in 1946 there are two family premium cars on offer: the Minerva Solarian Deluxe and the Vizzuri Special. The Minerva is the cheaper of the two, but it already is quite a hefty premium over any other family car seen thus far. Considering in its launch year it is nearly twice as expensive as the Anhultz, and similarly costs nearly twice as much to maintain, it is quite the upscale price! For this price you do get a rather large 4.3L I6 with ample power making this one of the fastest cars on the road. This reputation is further bolstered by strong results in the Cannonball Run in the first years of the event. You also get two premium bench seats and a premium radio, galvanized chassis, and advanced safety. So noone can say that the car is not well endowed. In 1946 it is also the most comfortable car on the market in any segment, so the extra money does seem quite well spent. There is only one hiccup. It seems that Minerva have misunderstood some traffic regulations, and shipped the car with two center headlights! At first this was seen as a disadvantage as customers had to either turn to third-party means to block the second centre light, or simply disconnect it from the electronics. Either way, it was seen as a hassle - at this price point the car should be perfect right off the lot, right? Well, the car was just so good, that despite this shortcoming it sold well in the upper middle-class, and a booming engraved metal cover industry sprang up with which the second light could be covered. People took real pride in these customized covers, which gave each Minerva an even more upscale, custom look.
The Vizzuri Special was more expensive to buy than the Minerva, but cheaper to maintain. It still firmly catered to the very upper middle-class in Letara. Although a family car, the Vizzuri showed its racing roots with a space frame chassis and aluminium panels. Needless to say, Vizzuri’s success in the Cannonball Run did not go unnoticed either. Partially owing to its standard interior (but with premium radio), the Vizzuri was not really a comfortable car - at least not compared to cars in the same price range. But it was pretty quick and very nimble indeed! And it could still fit the entire family and the luggage to go on any long vacation trip. So in 1946, if you had some extra money, and wanted a more premium family car, you had two choices: the more comfortable Minerva, or the sporty Vizzuri. This looker of a car singlehandedly started the “sporty family sedan” segment, and remained king throughout the late '40s, before sales started to wane in the early 50s as the economy took a downturn and the Vizzuri brand name’s notoriety faded.
Only one car was introduced in 1947: the Minerva Solarian Ranger. First of all, with this model Minerva fixed its headlight issue, to the dismay of some customers. However, they were delighted to find out that just a small adjustment was needed to the machining process of the custom covers, and they could continue to embellish their Minervas with the custom plates. Moving on the rest of the car, the Ranger cost a little more to buy and maintain than the Deluxe. It was certainly a more offroad oriented car with its 4x4 drivetrain, locking differential, and all-terrain tires. To keep costs down, the premium interior was replaced by a standard one. This gave it head and shoulders the best offroad capability, which was never surpassed in the family segment - and only (barely) surpassed two years later by the dedicated utility vehicle Capable Heaver, and another two years later by the Popas Rushba 1500-5S-4. So although “only” a sedan, it could be said that it set the trend for early offroad vehicles, dare we say, SUVs. It was rather expensive, but the economy was still doing all right. It was not a huge seller - people still preferred the Deluxe for general family travel, but those that had the money and wanted to travel the lesser-paved path - say up to Mont Mordred for a back-country camping trip - this was the car to buy.
1948 saw a large influx of new cars in the family premium segment with five new offerings. The first and cheapest of the lot was the Wolfe Executive Six Fastback Sedan. This car was not too much more expensive than the most expensive family standard cars, and actually cheaper to maintain than the Garland AeroLuxe Special and the Liberty Civilian. So this car really hugged that fuzzy line between the segments, and it could be said that it was a direct competitor to the Liberty, which also came out in 1948. The Wolfe did have a more upscale feel with 2/2 premium seating and premium radio (which was lacking in the Liberty). Therefore the Wolfe was more comfortable - but also more sporty despite it not having that large V8 of the Liberty. In 1948, with the economy starting to go down, it was tough competition to capture the few remaining optimists in the middle-class, and the Wolfe managed to inspire at least some folks with its aggressive retro-futuristic look and made the best of the few key sales available in this segment.
The second car released in 1948 was its sibling, the much more expensive Wolfe Deluxe Eight Sedan. As the name suggests, this car had a V8 engine, in this case a 3.9L (very similar to the Liberty). In 1948 the Deluxe Eight was sitting at the top of the family premium market price and upkeep wise. For this it offered a true 2/3 luxury interior and luxury radio, a segment first combination. Despite this, the car was only as comfortable as the much cheaper Mocabey cars introduced in the same year, which was a disappointment to many longing for true pampering in their cars. That said, it was the most prestigious car in 1948, so just based on that it made a few sales, because braggarts will be braggarts. Besides, that car did look really good too in anyone’s driveway, and those few examples sold could frequently be seen parked in front of the luxury cottages surrounding Fiegheni.
Since we just touched on the Mocabey, let’s see their two new cars released this year - the 3600 and the 3600 Plus. The Mocabey came in a little bit more expensive than the Wolfe Executive Six. In contrast, it offered a the more utilitarian 2/3 seating pattern, but also with premium features and a premium radio. It wasn’t quite as fast at the Wolfe, but was more comfortable. Where it really was held back compared to the other family premium cars seen thus far is in the looks department. All other cars had a rather unique or special appearance, but the Mocabey looked more like a drab family budget or perhaps family standard car. Even the fancy teal colour couldn’t really overcome the car’s overall bland look. So while a solid car, it didn’t really strike the fancy of Letarans, who if they could afford such an expensive car in 1948, did want to stand out from the crowd with their acquisitions. Moving to the 3600 Plus, as the name suggests, this was the more luxurious version of the same car. It still had the premium/premium interior and radio and the same engine… in fact it was basically the same car, colour and all. The only discernable difference is that the engine received an extra carburettor and a healthy power boost. But on the flip side, this car did use premium fuel, so was was more expensive to drive and was restricted in where it could to. Even the participation and eventual success of the Mocabey brand in the Cannonball Run could not overcome the fact, however, that the Mocabey was just too late to the party, and could not dethrone the Vizzuri from top spot in the sporty sedan market. It was certainly a valiant effort though.
Last, but not least in 1948, we come to the Capital Commodore K6. We’re back in the upper echelons of the family premium bracket - the Capital only slightly cheaper to buy and maintain than the Wolfe Deluxe Eight. Wait, haven’t we already seen a Capital Commodore K6? Yes, yes we have… this is a slightly confusing naming scheme on Capital’s part. The other K6 was firmly on the lower end of the family segment, but as mentioned, it did look quite prestigious, even when it wasn’t. Now we find out why - it was basically this premium car with the interior stripped out. While confusing to call two such different cars the same thing, Letarans still managed to distinguish them by their colours and the rather interesting roof windows of the more upscale model. This, then, proved a good example of how a car can bring something “extra” to the table for a more prestigious model in its line-up. This car had a luxury interior with 2/3 seating and a premium radio, which seems a downgrade from its nearest competitor, the Wolfe Deluxe Eight. However, it did have superior comfort - in fact the highest comfort save its sibling the K12 of any car in Letara. So very few people could afford it, but it did manage set itself apart from the others in this segment by being a cloud on wheels, and for those that were after the ultimate comfort, this was their car. If your neighbour had a Wolfe (the one with the eight in the name) parked outside their cottage at Fiegheni, then you had a Capital (the one with the roof windows).
1949 saw the introduction of the third Minerva in Letara, the Solarian Elegance, so far their most luxurious offering. In fact, if it weren’t dethroned in the early 50s, it would’ve gone down in history as the family luxury car of the era. Alas, it ended up just inside the family premium category based on its purchase price alone. Its upkeep costs however sang a different tune, being higher by a long shot in this segment. Just like most of the other cars in this price bracket, it featured a luxury interior and luxury radio, and two bench seats like the Deluxe and the Ranger. With its luxury interior it was considerably more comfortable than its cheaper sibling, but fell well short of the Capital. It was also below the Wolfe in terms of prestige. Once again, where this car shone was in performance. The 5.7L V8 powering this heavy beast down the highway with confidence and speed. However, this Minerva came a little too late. The initial hype around the custom engraved light covers was fading, and with the economy now in a real downturn, it was just a too expensive proposition when it didn’t offer much over other cars already available in the segment. As such, the Elegance never got the same love - and sales - as the Deluxe and Ranger.
The Empire Motors Luxe Sedan came on the market in 1950. In terms of price it slotted in between the Vizzuri and Capital, but had a quite high upkeep cost. It had 2/2 luxury seating and a luxury radio. With a different, larger V8 engine, the Luxe Sedan didn’t suffer from the same quality and gearbox problems as its cheaper sibling, the Premium Sedan. Nevertheless, it still featured a largely useless auto-locker differential, and this car too suffered from reliability problems right from the start that made people skeptical. Sure, this was a more expensive car, and rich people might be OK with higher service costs and the occasional break-down, but only if it’s worth it. And was it? Well, the EM Luxe managed to eclipse the Capital Commodore in comfort, which is quite the feat. Additionally, with it automatic gearbox it turned out to be one of the easiest to drive. So this car definitely had some perks. Overall it did come out at a bad time for the family premium market, just when the upper middle class was really shrinking. But because of the novelty of the automatic gearbox, and its high comfort, it still managed to find some sales among the “early adopter” crowd, who didn’t mind the more-than-normal breakdown rate.
As we enter the early 50s a few more manufacturers attempted to enter the shrinking premium car market. In 1952 SAETA launched two parallel models, the Albor 1300 and Albor Sprint. These cars were aiming for the lower end of the family premium market, where we had not seen much action since 1948. These cars brought new innovations, such as a monocoque chassis. The Albor 1300 was slightly cheaper with 2/3 premium seats and standard radio, whereas the Albor Spring had 2/2 seating and the same interior. Surprisingly, the tighter packet interior of the four-door 1300 proved to be more comfortable to ride in than the more spacious two-door Sprint. This turned out to be due to the latter’s sportier suspension set-up. The Sprint thus was gunning more for a sporty sedan market share, and was a rival for the Wolfe Executive Six. On the other hand, the 1300 was more seen as a competitor for the slightly more expensive Mocabey or the much cheaper Garland. But before we compare cars, there is one glaring issue with the SAETAs. Somehow, somewhere, an engineer dialed the octane tuning the wrong way, so the 1300 required 93.6 octane fuel (thus effectively requiring 98 at the pump), and the Sprint required 99.8 octane! Clearly this was a large handicap for both cars. The 1300 became only useful in more developed areas, and it simply didn’t offer enough to overcome the market share already claimed by its earlier rivals in this shrinking market segment. The Sprint effectively required aviation fuel to run, so was effectively restricted to about half a tank range from the airport. Needless to say, this did not go over well with the Letaran consumer…
The Benetsch Buhrie Fierst was also released in 1952. It is the first true family luxury car on the market with a luxury price tag. Interestingly, it only had a premium interior with 2/3 seating, but a luxury radio. So in that sense, it was a step down from many cheaper offerings already on the market. It did have a cheaper long-term upkeep, so perhaps that could entice some rich folks to buy it? The Benetsch did have a modern galvanized monocoque chassis, the first in the family segment, and the only family car with MacPherson front suspension. It had the most recent advanced 50s safety features, making it the safest car on Letaran roads. It also promised to “never rust”. Other strong points for the Benetsch are its relatively good sporty drive rivalling the Vizzuri and thus far unprecedented prestige. For its price it certainly wasn’t the most comfortable car however. But gosh, it was a great looking car, modern and sleek, just what people were looking for in an upscale car - nobody would be ashamed to be seen in a Benetsch. Given the tiny market for such cars, the Benetsch never sold too many copies, but did just fine business in its first year of release as the cars found themselves in driveways around Fiegheni.
Next, let’s talk about what happened in 1953. In 1953 the Wraith Montezuma was released. It was by far the most ridiculously over the top expensive car in Letara. For one Montezuma, you could nearly buy five Anhulzes. Its upkeep was nearly twice as much as any other car on the road. It was a giant, lumbering beast. But it was gorgeous. Its two-bench hand-made interior and luxury radio had so much attention to detail, that no car could match it in luxury and prestige. Its 8.5L V8 might not have been the most sporty tune, but it was more than powerful enough to move this behemoth with ease. The fact that it only took premium fuel didn’t matter in this case at all - who would take this car into the poorer areas anyway? The manual soft-top really set this two-door luxury car apart from the rest (if its other features didn’t already). In short, during a rough election year and in the midst of a recession, this was simply everyone’s dream car. It was featured on many bedroom and garage posters as kids and adults alike gazed at it longingly. And those very very few who could actually afford, this was the ultimate show of their wealth and luxury lifestyle. No, it didn’t sell well. But it didn’t need too. It simply infiltrated Letara’s collective psyche, and whenever people saw the rare Wraith drive down the boulevard, everyone stopped and gawked.
Lastly, we come to the P&A Sportsman Mk.II Straight 6. The P&A was also a family luxury offering, and was introduced a year after the Wraith, and two after the Benetsch. As such it was the latest to the game trying to capture those few sales in the very upper echelons of society. In terms of price, it was a direct rival for the Benetsch, albeit a little more expensive. The P&A’s ladder frame was not quite as modern as the Benetsch’s monocoque, but it was at least galvanized. The double-bench hand-made interior and luxury radio, as well as the requirement for 98 octane fuel, made the P&A have more in common with the Wraith however. It was the outlier of the family luxury pack though with its large 5L I6 engine, so the car did lack a certain prestige in this regard. The P&A was a wonderful car, no real faults with it really, but suffered from unfortunate timing. By the time it was released, the luxury market was already saturated by the recently released Benetsch and Wraith, and the P&A simply didn’t have a real answer to lure buyers away from the other brands. Not in the market Letara had at the time at least. It only managed to sell the few copies because rich folk don’t like to own what their neighbours own - they like to be unique. So a few were “forced” to trade in their Benetsches, Minervas, Wolfes or Capitals and get the newest toy.
…to be continued…
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Rd. 1 RESULTS
Chapter 7: Portunis Cannonball Run 1949-1951
@Madrias @Edsel @Aruna @voiddoesnotknow @FidleDo @SheikhMansour @AndiD @TanksAreTryhards @Riley @Lupus @karhgath @Mikonp7
1949
Three hopeful manufacturers entered the Portunis Cannonball Run in 1949: Mara, ITAL, and Wolfe.
From left to right: Mara, ITAL, Wolfe.
First up: scrutineering to make sure that the new entries are legal. Unfortunately, one of the entries was found to be in breach of regulations: the Wolfe. It looks like in their efforts to reduce weight as much as possible on this rather large coupe, the Wolfe team has also removed any and all safety features of the car. Therefore, the car is unfortunately not road legal, and therefore disqualified from the Portunis Cannonball Run.
So with two new manufacturers joining the racing ranks, the total number of teams is now up to 27. The new teams were added to the statistics lists kept by the bookies. The Mara - on paper - seems pretty fast indeed. Not quite as fast at the Mocabey, but almost. Not only that, but it is also an extremely reliable machine, giving it a good chance to finish the race. The ITAL is also reasonably reliable, but it does lack raw pace slotting in well behind the Ainsworth.
Other than the new entries, the 1949 edition of the Cannonball Run was a rather subdued event. The country was still reeling from the massive earthquake earlier in the year and many were too preoccupied with rebuilding their houses rather than worry about racing. Luckily every construction site had a radio, so people could still tune in to the action on the roads. Speaking of the roads, most were repaired quickly as they served as the main arteries of the country, but there were still some sections that were in bad shape.
Break-downs, malfuntions, and headaches:
The first stage saw five teams eliminated: Minerva’s The Spirit of Crugandr, the Ainsworth Factory and Rally teams (that ugly reliability issue striking hard again!), and Mocabey 1 and 2. Three teams had to stop and fix some minor issues with their cars: Vizzuri V8 Magnifique, the Liberty Racing Team, and ITAL’s Scuderia Z.A.R.T. Mocabey 3 dealt with a moderate break-down, while both ITAL’s Scuderia Levante and Mons’ Paragons lost significant time due to a major malfunction.
Stage two was also drama filled. First, we lost the Mons Marauders, Scuderia Vizzuri, and Liberty’s Team Philly. The Ainsworth Racing Team had a minor issue to deal with. The Little Missile Racing (Aero) and the gentelmen driver Johan Jurgensen (ITAL) had more moderate issues, but managed to fix the car.
The third stage was a little more drama free. Only the Mons Paragons and Liberty Racing Team didn’t make the finish line, and Ainsworth Racing Team dealth with a minor problem (again), but did make the finish line.
Race results:
With 17 out of 27 teams, and each manufacturer with at least one car reaching the finish line, the 1949 edition was a pretty good success overall. The Mons teams were extra motivated this year, having come so close to the top step of the podium in previous years. But alas, the Mara came in guns blazing to steal Mons’ potential maiden victory at the last moment. Very close battles were fought in the midfield as well as the teams battled their various break-downs.
1950
Three more teams vied to enter the Portunis Cannonball Run in 1950: Zephorus, Empire Motors, and Popas.
From left to right: Zephorus, Empire Motors, and Popas.
Scrutineering was a quick affair this time around: the Zephorus and Empire Motors cars were allowed to race. However the measuring tape of the officials revewaled that the Popas fitted some unheard-of tires to their vehicles, and afraid of catastrophic failure, it was not allowed to partake in the race. All that secrecy surrounding the development of the Popas race machine might’ve involved tires, but alas, it did not fit Letara’s strict tire regulations. So with two manufacturers added, that brings the total number of teams to 33.
Looking at the bookies, the Empire Motors vehicle seems to fit well into the upper midfield of the growing number of participating teams, but might be let down slightly by its lower than average reliability. The Zephorus has even lower reliability, in fact only “beaten” by the Ainsworth in that regard. On the flip side, and unlike the Ainsworth, the Zephorus bring some serious speed. In fact, on paper it seems to be the fastest car, even beating the Mocabey! So if it manages to finish, it does have a good chance at a good result - but if being the key word in that sentence…
The event was much better attended this year. With most of the immediate repairs in the country complete, and the worsening economy, people were keen to get some free excitement and entertainment. And lining up along the side of a public road to see fast cars zoom by is both exciting, entertaining - and free!
Break-downs, malfuntions, and headaches:
Seven teams had terminal issues right in Stage 1: Vizzuri V8 Magnifique, all three Ainsworth teams, Mocabey 2, and Zephorus’ Red and White teams. Once again, low reliability does strike hard it seems. Three moderate break-downs also occurred: the Mons Marauders, Mocabey 3, and Zephorus Green teams lost some time while fixing their vehicles roadside.
The second stage was the final exit of Minerva’s The Pride of Valraad team, Zephorus’ Green team, and Empire Motors’ NYM and SC teams. Mons’ Marauders dealt with a minor issue, while ITAL’s Scuderia Levante and Empire Motors’ EM team dealt with moderate malfunctions. Liberty’s Free Birds had a major break-down, but managed to eventually continue.
The third stage only had one retirement, the Empire Motors EM team. Minor issues were quickly fixed by Minerva’s The Hope of Altherys and Scuderia Vizzuri; moderate issue were encountered by Mons’ Titans,
Liberty Racing Team, and Mocabey 1.
Race results:
With about 2/3 of the field finishing, this was another relatively successful edition of the Cannonball Run. The crowds loved the large field zooming by, and even enjoyed the break-downs of the cars - it was one of the rare occasions when these cars were standing still and could be admired at your leisure at the side of the road. In any case, with the growing field there was more and more competition and close racing up and down the entire field. And the red-lantern carrying Aero remained king in terms of reliability…
1951
No new teams joined the Portunis Cannonball Run in 1951, so racing continued with the established 33 teams. For Letara 1951 was another tough year. It was the year when Mont Mordred erupted again, which caused widespread wildfires in large areas of the highlands surrounding the volcano. The tourist town of Mont Mordred was partially destroyed, the country was blanketed in thick smoke for a large part of the year, and tourism saw a huge dip. The doom and gloom atmosphere seemed to get a solid foothold, and people simply didn’t have the energy or the means to really get out much to enjoy such large events as the Cannonball Run. The crowds were smaller too because there were no new and exciting teams on the roster this year. But while the crowds were smaller, the people who did come out were just as enthusiastic as ever, and - perhaps due to the economic circumstances - the bookies did great business this year.
Break-downs, malfuntions, and headaches:
Stage 1 retirements: Scuderia Vizzuri, Ainsworth Factory and Racing teams, Empire Motors EM team. Minor malfunctions for Minerva’s The Spirit of Crugandr and Zephorus White. Moderate break-downs for Minerva’s The Hope of Altherys and Liberty Racing Team.
Stage 2 retirements: Mons Titans, Minerva’s The Pride of Valraad and The Spirit of Crugandr teams, Ainsworth Rally Team, and Zephorus’ Red team. Liberty’s Free Birds had a minor break-down. Five teams dealt with major issues, including: Official Aero Company Racing Team (Car 1), Vizzuri V8 Magnifique, Liberty’s Team Philly, Mocabey 1, and Empire Motors’ NYM.
In stage 3 the race lost: Minerva’s The Hope of Altherys, Mocabey 1, and the Zephorus Green team. The Zephorus White team did make it to the finish line after another minor issue. Mocabey 2 and Empire Motors SC handled major issues, but managed to make it to the finish line in the end.
Race results:
With again 21 finishers, the results almost look like a carbon copy of 1950, but not quite. Zephorus finally showed their speed by finishing on the podium - well… by finishing period. Who knows if they could’ve won it the White team didn’t have those two breakdowns. Mara continues to dominate the top of the leaderboard, and we see the usual suspects in the top 10. Of note is that three years in a row now the last six places were occupied by the ITAL and Aero teams. So while Aero started their reputation early for building indestructible cars, ITAL is rapidly joining them in this regard. And while not race winning, the ITAL cars can at least keep up with the rear-end of the midfield.
…to be continued…
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